BMW V-8 Engine Motorcycle - Das Hoss - Wild File

Using A BMW V-8 Engine, Dentist And Bike-Builder Extraordinaire Harald Geiling Builds A Germanic-Flavored Boss Hoss. Weird Harald, Indeed!

By Roland Brown, Photography by Phil Masters

Sorting the front end was fairly easy, Geiling says, though the trickiest part was deciding on steering geometry. It's now set with 30 degrees of rake after the bike proved too hard to steer with the fork at a shallower 32.5-degree angle. The giant weighs nearly 1100 pounds with fuel, and has a wheelbase of 88.6 inches, almost 28 inches longer than BMW's K1200R. "It also had too much weight on the left side due to the transmission," said Geiling, "so I added 10 pounds of lead to the frame, which makes it easier to ride."

That comment came as some encouragement as I prepared for my turn on the beast. As I watched the experienced Geiling riding his creation 'round in large circles, and then followed him for several miles, it didn't seem too difficult. Finally he pulled over on a road that should have been deserted, but which turned out to be opposite a building site from which a gang of chuckling workers were preparing to take photos with their mobile phones.

There might have been little traffic, but there was plenty of gravel ... I noted this while trying to recall Geiling's daunting instructions: "don't open the throttle when you pull away," and "leave plenty of room in front of you, because it's very heavy." He wasn't joking. As I clambered across the seat, wedged my legs either side of the engine and hauled the bike off its sidestand, it was clear that this was one seriously big-and intimidating-motorcycle.

The huge engine fired up with a guttural V-8 burble. Even the gentlest blip of the throttle sent the bike lurching sideways in traditional longitudinal-crankshaft fashion-only far more strongly than any Moto Guzzi. Then I was pulling in the wrist-fatiguing clutch, popping it into gear and keeping that throttle shut, all the while letting out the clutch-which sent the BMW lurching forward with what felt like unstoppable force.

After a few cautious slow-speed passes to get the hang of the controls, including the non-return shift lever, I was happily accelerating out onto the main road, then winding open the throttle to send this most improbable of BMWs surging forward. Fortunately, once I was into second there was no need to worry about shifting again. The bike cruised at about 60 mph feeling utterly smooth and a lot more relaxed than its rider, who was sitting bolt upright in the breeze with arms stretched out to the raised handlebars.

The big V-8 felt just like some mighty automatic as it purred along, then leapt forward with a mighty growl when with clear road ahead I dialed in some more speed. The motor's peak torque output is 300 lb.-ft.-double that of Triumph's Rocket III! Top speed would be well over 150 mph if you had the space and the nerve to try. Suffice it to say that the way the big BMW stormed forward with handlebar-bending urgency suggested it would have little problem pinning the needle of the 125-mph-max speedo borrowed from Kawasaki's 440 Ltd. cruiser.

For such a gigantic beast, the bike actually went around gentle curves surprisingly well, its chassis feeling reassuringly taut. But I wasn't pushing my luck, and didn't even ground the radiator protector bars, which stuck out considerably. Slower bends were more difficult because the bike's length and geometry meant turning the bars required very long arms. Fortunately I'm tall, as is Harald.

The brakes also worked reasonably well, though slowing with any real urgency also required serious use of the rear brake. The trickiest part of coming to a halt was hooking my left boot under the shift lever to find first. That rather awkward, non-return gear change also caused my one scary moment of the ride, when a false neutral sent the revs momentarily skyward-and the bike lurched to the right, its pilot suddenly vividly aware of all that size and weight.

It's a fun bike, this giant V-8. But somehow I can't imagine BMW mass-producing something like it. Geiling would build another, though, for anyone who can afford the approximately $90,000 price tag. Meanwhile he's already thinking about his next project, one based on a Mercedes CDI diesel engine. "That V-6 has more torque than this V-8, so I could make a bike with only one gear," he grins. "That really would be an interesting project."

Sure would. But given Dr. Geiling's other jobs, it won't be finished anytime soon. And that's ok with me.

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